Elastic-fluid turbine.



No. 866,476. PATENTED SEPT. 17, 1907.

L. M. KELLOGG.

ELASTIC FLUID TURBINE. APPLICATION FILED FEB. 15, 1907.

2 SHEETS-811E312.

UNITED STATES LEWIS MARTIN KELLOG'G, OF LOS ANGELES, CALIFORNIA.

PATENT oirrron.

ELASTIC-FLUID TURBINE.

To all whom it may concern:

Be it known that I, Lnwrs MARTIN KnLLoee, of the city of Los Angeles, in the county of Los Angeles and State of California, have invented a new or Improved Elastic-Fluid Turbine, of which the following is a full, clear, and exact specification, reference being had to the annexed drawings and' to the figures and letters marked thereon.

My said invention which consists of a new or improved motive power engine, is the result of experiments made by me to obtain the maximum mechanical effort, or work performed, from the issue of an elastic fluid from jets or nozzles under low pressure, while affording said elastic fluid maximum freedom for expansion in performing mechanical work.

Upon the annexed drawings Figure 1 is a longitudi nal section on the line a, a, Fig. 2, of a motive power engine constructed in accordance with my said invention. Fig. 2, is a plan with part of the casing shown as broken away of my new or improved motive power engine. Fig. 3, is a segment of a portion of one of the ro tors, namely that rotor in which projecting jets or nozzles are situated, each such jet or nozzle having an orifice through which the elastic fluid used in operating the engine escapes. Fig. 4, is a segmental view of a portion of the other rotor containing the vanes against which the elastic fluid escaping from the nozzles or jets of the first named rotor operates. Fig. 5, is a transverse section of one of the nozzles or jets shown upon a larger scale than in Figs. 1, 2, and 3.

1n the annexed drawings the casing of the engine is marked A. The admission passage for the elastic fluid which drives the engine is marked B, and the exhaust passage is marked C. The casing A, is held in the engine bed D, which is made of cast iron, properly ribbed and gusseted so as to form a rigid foundation for the engine, and the base of the said bed is horizontal as shown more especially at Fig. 1, so that it may be fastened by holding bolts to any foundation, wall, or other rigid body or structure capable of carrying the same. The engine contains a continuous shaft E, E, extending from end to end thereof, and to this shaft the jet or noz- I, with the interior part of the part .I. The boreof the tube I, is also large enough so that the shaft E, of the rotor F, may rotate within the tube H, without the shaft E, touching the interior of the tube H. The tube II, is supported at its end in the proper concentric position within the passage 1, by means of adjustable roller bearings K, as hereinafter described; the roller bearings Specification of Letters Patent.

Application filed February 15,1907. Serial No. 358,149.

Patented Sept. 17, 1907.

L, of the shaft E, as well as the roller bearings K, of the tube 1, being adjustable with precision so that the closeness of touch of the center of the rotor F, with the inner side of the part of the casing A, which it touches, and the relationship of the rotor G, to the rotor F, may be capable of accuracy of adjustment from time to time. The end bearings of the shaft E, have a screw thread M, formed on them as shown at Fig. 1. In and around that part of the bed D, through which the ends of the shaft E pass, circular sockets or runways are formed wherein the balls L, are contained. Upon each of the screw endsM, of the shaft E, a nut N, is carried, the inner exterior portion of each nut N, is formed with a groove opposite to the concentric hollow in the ends of the bed, and surrounding the ends of the shaft E. In'the chase thus formed by the concentric hollow in the ends of the bed D, and by the opposite hollow in the edge of each nut N, anti-friction balls L, are carried, and the nuts N, are adjusted by screwing them upon the screwed ends of the shaft E, they gage with the balls L, in such manner as to render each bearing a ball bearing. When the nuts N, are thus properly adjusted they are permanently held in the adjusted position by the set or jam nuts 0, situated outside them upon the outer parts of the screwed portions of the shaft E, and in this manner the shaft E, is held together with the rotor F, so as to revolve in the bearings with a minimum of friction. For the purpose of preventing any escape of the elastic fluid which enters the engine through the passage B, the portion of the shaft E, which passes through the lower part of the passage B, is also formed with a screw thereon and a nut P, which being tightened up against the face Q, of the opening at the bottom of the passage B, through which the shaft E, passes, and being held in the adjusted position by the set or jam nut R, affords an additional bearing for the shaft E, and an additional adjustment whereby the edge of the circular opening 0, of the rotor F, is adjusted with extreme nicety in relationto that part of the interior surface of the casing A, against or in contact with which it rotates. Indeed, not only do the adjustments of the roller bearings at each end of the shaft E, but the adjustment consisting of the nuts I, and It, separately and collectively provide for so precise an adjustment of the edge S, of the rotor F, against the adjacent part of the interior of the casing A, but by reason of the high velocity with which the rotor F, rotates, prevent any practical leakage through the contacting surfaces around the center of the rotor F, with the interior of the casing A.

The rotor G, carried as aforesaid upon the tube I, is also adjustable within the rotor so as to enable the several nozzles or jets T, of the rotor F, to be permanently retained in proper relationship with the vanes U, of the.

rotor G. The adjustments for the balls K, K, of the tube I, upon which the other rotor G, containing the vanes U, is carried, are of the same kind as those hereinbefore described with reference to the ends of the shaft E, and are distinctly shown at Fig. 1, of the drawings, so that they need not be herein further described. Upon one end of the shaft E, there is carried the bevel pinion V, and at the outer end of the tube I, there is carried the bevel pinion W, both of the bevel pinions V, and W, rotating in opposite directions by reason of the opposite direction of rotation of the rotors F, and G, are capable of gearing with and rotating in constant direction, a bevel wheel or pinion gearing with the bevel Wheels V, and W, and thereby imparting constant direction of rotation to the driving shaft. Such driving shaft X, is shown in plan in Fig. 2, and upon the inner end of the driving shaft X, which is partly carried in one of the bearings Y, a bevel pinion Z, is carried which gears With two bevel pinions V, and W, and from a pulley, pinion, or spur wheel upon such driving shaft the motion and power derived from the opposite direction of rotation of the rotors F, and G, is transmitted for driving rotating machinery.

The operation of the engine is as follows. Elastic fluid entering through the admission passage B,passes, as shown by the arrows in Fig. 1, to the interior of the rotor F, and issuing from the rotor F, thence outwards into several nozzles or .jets T, near the circumference of the rotor F, in each jet or nozzle is an orifice c, pointing in the direction of the vanes U, of the rotor G. The direction of the orifice c, in each jet or nozzle being such as to correspond as closely as may be with the tapered form which the body of escaping elastic fluid naturally assumes, so that each such jet of elastic fluid escaping through the opening 0, in the nozzles T, shall strike into the curved vanes U, of the rotor G, and rotate the rotor G, in the opposite direction to that in which the rotor F, rotates, the arrangements being such that the minimum resistance possible is encountered by the elastic fluid escaping from the orifices c, of the nozzles T, at a maximum velocity, and thereby causing both the rotors F, and G, respectively, to rotate in opposite directions with maximum velocity, the whole of which velocity and mechanical effort due to the escaping fluid is conveyed to the driving shaft X.

Upon the exterior of the rotor G, there is a thin inetallic band T, for holding or retaining the vanes U, in their proper and permanent position around the rotor G.

I claim as my invention.

1. The new or improved motive power engine, consisting of a hollow circular rotor carried upon a driving shaft, the bearings of which driving shaft are in the ends of the engine bed, the rotor, the driving shaft, the bearings, the engine bed, said rotor having an admission port for elastic fluid at the center and outer part thereof and adjacent to the admission port of the cylindrical casing within which the rotors operate, the admission port in the rotor, the admission port in the casing, said rotor also having nozzles projecting horizontally from the otherwise closed inner face of this rotor, each nozzle having an orifice at an angle with its hollow interior, the nozzles, the orifices in the nozzles, said orifices discharging the elastic fluid into and among the vanes of the other rotor mounted upon a rotatable tube, the said rotors rotating in opposite directions, the second rotor, the vanes of the second rotor, the tube, the adjustable bearings wherein the shaft of the first rotor and the tube whereon the second rotor is carried, the bevel gearing whereby the opposite directions of motion of the two rotors is converted into rotation in one direction of the driving or power transmission shaft of the engine, all operating together in the manner and for the purposes substantially as set forth,

2. The combination consisting of the circular stationary casing, the bed wherein the circular stationary casing and the roller bearings for the central driving shaft of one rotor and the tubular driving shaft of the other rotor are carried, the admission port conducting elastic fluid into the first rotor, the projecting nozzles with orifices in the first rotor, the second rotor with vanes for receiving the discharge from the orifices of the nozzles of the first rotor, the ball bearings, the adjustments of the ball bearings, means for adjusting the closeness of contact of the admission port in the first rotor against that part of the casing which contains the admission port through which elastic tiuid is led to operate said engine, the bevel gear for converting the opposite rotations of the driving shaft and tube of each rotor respectively, into continuous rotation of a driving or power transmission shaft, the whole constituting my new or improved motive power engine, and operating substantially as set forth.

In testimony whereof, I have hereunto set my hand and seal at the city of Los Angeles aforesaid, in the presence of two subscribing witnesses. I

LEWIS MARTIN KELLOGG. [L. S.]

Witnesses:

ST. JOHN DAY, J. D. Conr.

Cat 

